Speed regulator



' 25, 1939. G. E. HOWARD SPEED REGULATOR 2' Sheets-Sheet 1 Filed Nov. 3, 1938 ATTORNEY.

April 25, 1939. G E RD 2,156,116

SPEED REGULATOR Filed Nov. 3, 1938 2 Sheets-Sheet 2 ATTORNEY.

Patented Apr. 25,1939 I i UNITED STATES PATENT OFFICE SPEED REGULATOR George E. Howard, Butler, Pa. Application November 3, 1938, Serial No. 238,594 I 9 Claims. (Cl. 123-103) I My invention relates to speed regulators of has sealed connection with the inner end of a the type employed in regulating the movement bellows 26 that functions as a diaphragm or pisof motor vehicles and their engines, and constiton, as will be hereinafter explained. The sleeve tutes a modification of the structures disclosed 23 has threaded engagement with a hub or bushin my application Serial No. 185,861, filed Januing 21 that is carried by arms 28 that are formed I ary, 20, 1938 (now Patent 2,138,100). mtegrally with the casing II. The outer end One object of my invention is to provide govof the bellows 26 has sealed connection with a erning apparatus that will operate with greater disc 29 which is connected to the head 3L0! the accuracy than is possible with previous types of rod 22. A spring 32 is interposed between the governors, and one wherein there is a minimum head 3| and the head of the adjustable sleeve 10 number of moving parts. 23 to normally maintain the bellows 26 in its Another object of my invention is to provide expanded position. A passageway 32 aflords means forgoverning engine and vehicle speeds communication between the fuel inlet line 8 and both through variations in pressure within the the interior of the casing II, from a point hel5 fuel intake line, and through changes in fluid tween the valve l3 and the manifold I, so that l! pressure produced by apump which is driven the interior surface of the bellows will be subfrom t vehide t jected to fluctuations oi pressure within the As shown in the accompanying drawings, Figmanifold I.

ure 1 is a side view of a vehicle motor having my A port 34 in the end w f e cy i der 24 invention applied thereto; Fig. 2 is a vertical secaffords communication between s d c i er a tional view on an enlarged scale through a pora fluid-pressure line 35, so that pressure within tion oithe apparatus of Fig. 1, and taken on the Said line will be imposed against the outer side i 1.41 of Fig, 3; Fig, 3 i a i t ke n of the bellows 25, tending to move the" same to the 11 m m f 2, and 4 1 i contracted position against the pressure oi'the taken on the line IV-IV of Fig. 3. spring 32. As here shown, water under pres- An internal combustion motor is indicated by e is s p r u h the pipe 8 Irom'a pump t numeral 5 and i provided it t usual 36 which is driven by the engine, and hence the intake manifold 1 to which an explosive mixture water pressure in the p va e w th obs-uses is supplied through anintake line 8 from a carin engine spee Th p p 35 could, of course,

buretor 9 and past a foot control throttle valve have cllmleclllon with t s a pump that cir- In. The governing apparatus is contained within oulotos e v through the cooling sy tem. or a casing H which has a passageway 12 that conthe p 36 ul b t ed ot y fo supstitutes a portion of the intake line 8. Within plying 011 under Pressure to the P p 5 0 1 180 the passageway I2 is a control valve l3 that is a for the p s e lubrication s t v e m o actuated by the governing apparatus, to auto- In those installations provided with the usual 35 P matically control the flow of mixture or fuel vafoot-control throttle valve and with s v or por and air to the engine. control throttle valve, there frequently is too To one trunnion of the valve I3 is secured an great delay in movem f h governor-conarm ll to which is connected a spring is th t trolled valve to a position where it will exercise is anchored at I6 to the casing H, so that the a controlling e o e amp e, 1 the foot valve is thereby yieldably urged toward its closed tl'll'flttle is lf closed and the C l throttle position. A second arm' I! of crank-like form is fully p there w l be considerable time conalso connected to the valve trunnion and cooper- Sumed in movement of the control throw? y ates with the camming surface of a cam lever the vernor to a position correspondlnfl to up- I! which is pivoted at is to the casing, a stop proximately t position of e t o. 45 lug 01" pin 2! being provided for limiting moveand the control throttle cannot become eflecment of the lever IS in one direction. A pull five until it reaches such positionrod 22 has jointed connection at one end with A Specific p o Of y invention c cerns the the lever l8 and extends loosely through a shi ting of the control valve in accordance with I sleeve 23. changes between full load (wide open foot throt-- 5o A cylinder 24 is secured to one side of the tle) and no load (closed foot throttle) condicasing H, which side has an opening or ccmmutions, and hence through changes in pressure nication with the interior of the cylinder 24, a Suction Conditions Within the manifold, 80 flanged ring 25 being interposed between-the I that normally the position of the control valve members II and 24. The flange oi the ring 2! will approximate the position of the foot throttle and the control valve .will be fully effective under short ranges of movement of the governor, instead of becoming completely effective only after the governor has moved the valve to a position approximating the position of the foot throttle.

.Assuming that the foot throttle valve III is at its, half-closed position and the engine is rotating at a speed below that at which the pressure developed by the pump in the line is suflicient to cause compression of the bellows against the pressure of the spring 32, the suctional or vacuum force created in the intake line between the valve I0 and the intake manifold will result in some contraction of the bellows with movement of the cam lever I8 counterclockwise on its pivot, thus permitting the control valve I3 to be moved toward closed position by the spring I5. The valve I3. is thereby moved to a position corresponding to the position of the throttle I0, so that upon increase in fuel to the engine; and since such movement of the control valve will occur promptly upon increase in engine speed, the speed of .the car can be held within a very close range, for example 49 to miles per hour. Thevacuum control Just described functions in efiect as a flnder whereby the control valve I3 is automatically moved to such position that it will be given its control movements through short ranges of movement of the bellows 26 under the liquid pressure.

In movement of the valve I3 at points adjacent to its wide-open position, travel thereof through a given angular range will not give the same amount of restriction as in moving through said angular range at a point further toward its closed position. In order that for a given range of bellows movement the valve I3 will be moved through such range as to cause a proportionate amount of restriction, I provide for differential degrees of movement thereof relative to the bellows movements, and to this end, form the camrning surface of the cam I3 of such curvature and angularity that at the start of a contracting movement of the bellows, the cam I8 will cause a relatively greater range of closing movement of the valve I3 than at points further toward its closed position, while as the bellows approaches the position at which thevalve I3 will be nearly closed, the degree of valve movement with respect to the extent of bellows movement. will be relatively less. Thus for any range of movement by the bellows, there will be a corresponding degree of restriction of fuel flow, by the valve I3. 7

While mention is made above of movement of the control valve I3 toward its closed position, it is never sotightly closed as to absolutely pre- 7 vent flow of fuel vapor through the line 3.

The rate at which the bellows 26 will respond to changes in vacuum pressure and liquid pressure is controlled by restricting valves 38 and 38 respectively. Thus the valve 38 can be set at such position that fluttering or Jerky movements of the bellows will not occur through minor fluctuations of pressure in the manifold. Similarly, the valve 33 can be set so that the bellows will not be unduly affected through sudden or temporary surges within the line 35, with the result that the engine will operate more smoothly than if the control valve I3 were moved a substantial distance through each momentary change in fluid pressure.

In order to prevent undetected tampering with the governor by unauthorized persons, I provide a seal 40 for maintaining the valve 39 in its adjusted positions, such seal passing through a hole in the stem in the valve and through a hole in the lug on the cylinder 24. The valve 38 is similarly fastened by a sealing wire 4|. The bellows housing 24 is fastened to the casing II by screws 42 which are accessible only from the interior of the casing- II. The cover plate 43 for the casing II is held in place by screws 44 through the heads of which the wire 4| extends. The ends of the wire are connected by a seal 45. Also adjustment of the sleeve 23 to vary the tension of the spring 32 can be made only at, the interior of the casing II.

I claim as my invention:

1. The combination with an engine provided with an intake passageway having a throttle valve for controlling the flow of-motive fluid to the engine, of a control valve for said passageway, anactuating device for the control valve, means for moving said device in response to changes in engine speed, and means operable through changes of pressure in the passageway, for moving the control valve in predetermined relation to changes in position of the throttle valve.

2. The combination with an engine having an intake passageway through which motive fluid is supplied thereto and a valve for controlling the flow of said fluid, of a pump driven by the engine, a governing device movable in response to changes in fluid pressure produced by the pump and having operative connection with said valve, and means for imparting supplementary movements to said device through changes in pressure in said passageway.

3. The combination with an internal combustion engine having a valve-controlled intake passageway through which motive fluid is supplied thereto and also provided with a cooling system through which water is circulated by a pump driven fromkthe engine, of a governing device movable in response to changes in the water pressure, and having operative connection'with said valve, and means for imparting supplementary movements to said device through changes in pressure in said passageway.

4. The combination with an engine having an intake passageway through which motive fluid is supplied thereto and a valve for controlling the flow of said fluid, of a pump driven by the engine, a pressure responsive governing device having operative connection with said valve and movable through pressure in excess of a predetermined degree applied to one side thereof by operationof the pump, and means for subjecting the opposite side of said device to suctional force produced in said passageway, for effecting supplementary movements of the device. v

5. The combination with an engine having an intake passageway through which motive fluid is supplied thereto and a valve for controlling the flow of said fluid, of a pump driven by the engine, a pressure-responsive governing device having operative connection with said valve, means for yieldably maintaining the said device in a position at which the valve is held fully open, means for directing fluid pressure from the pump to one side of the said device, for moving it toward closed valve position when the pressure exceeds a predetermined degree, and means for subjecting the opposite side of the said device to a suctional forc produced in said passageway.

6. The combination with an engine having an intake passageway through which motive fluid is supplied thereto and a valve for controlling the flow of said fluid, of a pump driven by the engine, a casing having communication with said passageway, a pressure-responsive governing device mounted within the casing and responsive to fluctuations of pressure within the passageway, imposed at one side of the said device, a connection between said device and the valve, for imparting movements to the valve, and means for directing fluid pressure from the pump to the other side of said device.

7. The combination with an engine having an intake passageway through which motive fluid is supplied thereto and a valve for controlling the flow of said fluid, of a crank extension carried by the valve, for rocking the same, a cam member cooperating with the said extension, a pressureresponsive governing device connected with said cam member, means for subjecting one side of the said device to fluctuations of pressure within the said passageway, a. pump driven by the engine, and means for subjecting the other side of said device to fluid pressure Irom said pump.

8. The combination with an engine having an intake passageway through which motive fluid is supplied thereto and a valve for controlling the flow of said fluid, of a pump driven by the engine, a bellows having operative connection with said valve, means for yieldably maintaining the bellows in a position at which the valve is held fully open, means for directing fluid pressure from the pump to one side of the bellows, for moving it toward closed valve position when the pressure exceeds a predetermined degree, and means for subjecting the opposite side of the bellows to sue sageway, a bellows mounted within the casingand responsive to fluctuations of pressure within the passageway, imposed at one side of the bellows, a connection between said bellows and the valve, for imparting movements to the valve, and means for directing fluid pressure from the pump to the other side of said bellows.

GEORGE E. HOWARD. 

